Locomotive-stoker



N. M. LOWER. LOCOMOTIVE STOKER.

APPLICATION IILED APR. 1 3. i915.

s Shins-sneer 1.

Patented. May 10,1921.

N. M. LOWER.

LocoMoTwE sToKER.

N. M. kLOWER.

LOCOM'OTIVE STOKER.

APPLICATION FILED APR. is, 191s.

'Patented May 10,1921;

5 SHEETS-SHEET 3.

N. M. LOWER. LOCOMOTIVE STOKER.

APPLICATION FILED APR 13 1915.

Paa May 10,1921'.

N.. M. LOWER.

LOCOMOTIVE STOKER. APPucATloN FILED APR. 1s. '1915.

l Patented May 10, 1921.

5 SHEETS-SHEET 5.

uNirED sF-Tn'rss BA1-'EN T OFFICE.

NATHAN MARPLE :.Ownn,A OF SOHENEOTADY, NEW Yonx, 'AssIeNOR To noeoiuorrvrl l smoxnn OOMP'ANY, or scnmmcmnv, -NEW YORK, rAv CORPORATION or Pmmsvn VARIA..

1,377,259, l speemeeaea ef Letters Patent.

i Appiieeuen mea April 1s,

To all lwhom t may oonoem: Y

the top `thereo K spreading it therein. Its objects'are to secure simplicity of construction and opera- The inventiony relates to means for transferring the fuelufrom the tender to the locomotive, delivering it into the fire-box, and

tion; the reductionl ofthe fuel in size when 1 i required; -the moistening of the fuel before vto the fire-box; the effective spreading of delivery to the fire-box, in order toA prevent the loss of its liner particles" throughl the ues without combustion; eiicient regulation of therate 'of delivery; proper andjvariablef distribution of the fuel as delivered' the fuel within'the relbox; `and the protection of 'the parts of the vapparatusyvhich arey located `rwithin' they fire-box from injury by heat.' Thesevarious fobjec't's are yattainedv by'y means of, and lthe invention: consists 'in' a structure such a yis'herei-nafter' described, l A v .A

' vvin devices'of thisclass. "f Aftrough 27 is lo- .85U delveflg't@ they@ i .l fwhich'dischaiges into autubel29 leadingunderthyfioor 210i I tube is ldrilleded 1i ectio-n' bhrouehfthefreren .loceetivetedlf its federali the" proved-sole: epphedf thereto;

through the Crusher 12-12 of Fig. 11;

' at 21, and vthe rear 'the inner Wall of theftendertank which conv f stitutes also'jthe ifuel bin. ":The ioor of the f fuel bin is A indicated at. 26, which may bej coveredpby 1cated'rbelovvtlieuopening, 26, and leadsl to 'the' forwardfendof thi-'5ftender`,l

Locomo'rrvE-sroknn.

, 3 3 of Fig. 1, some of the parts being broken away and some` portions within the fire-box being shownein section;

Fig. 41s a detail section on the line 4-4 of Fig. 2;

Fi'g. 5 is a detail section On the line-5 5 of Fig. 1;

Fig. 6 is a, detail transverse section through the crusher;

Fig. 7k is a detail longitudinal section and a portion of the conveyer; v

AFig. 8 is a detail section on the line 8-8 of Fig. 2;

Figs. 9 and 10 are sectional details of the conveyer reversing mechanism;

Fig. 11 is a detail longitudinal sectiony through the operating motor;

Fig. 12 is a sectional view on'the line Fig. ,13.is a, detail the motor; `Fig. 'Mis' a, diagrammatic view of the motor. 1-

A portion of the is represented at y20,

of the valve I' casing of frame ofra llocomotive its cabr or firing-HoorA wall ofl its `fire-box` at' 22, the latter being provided with a door opening 23.v

The framework'ofthe enginetender is `represented at 24, and at 25'tl'1ere is shown provided with anl Opening, as means O'fremovableplates', as iscomrnonV Shen 281er the fueremshef,

idly thea'locomotive'frarnegand A into the chamber of the fire-box.

Vby the trough and slidingly engaging the chair.

A shaft 32 is journaled within the trough 27 and tube29, and extends through rthe crusher shell 28. Upon this shaft there 1s mounted a spiral conveyer 33, within the trough 27, the cone 34 of the crusher,'and a splral conveyer. 35 within the. tube 29. The crusher comprises the shell 28 which tapers toward its delivery end land is longi tudinally ribbed, and the longitudinally ribbed cone 34, the smaller end of which is at the receiving end of the shell. Fuel dropping through the opening 26 is advanced by the conveyer 33 to the crusher, and therethrough to the conveyer 35 which advances it to and through the box 31.

The passage through the box 31, longitudinally considered, curves upwardly, its outlet end bein vertical. 1t is spread laterally toward its delivery end and there divided by a V-shaped partition 36, thereby providing two discharge openings 37, 38. These openings are surrounded by a lat plate 39 which forms a ledge or table upon which the fuel forced up through the openings is received. De ending from the side and front margins of) the plate 39 there is a grated skirt 40 outwardly inclined and eX- tending to the levelof the surface of the fire-box grate 41.

A plurality of nipples, here shown as six in number and designated by the numerals 43, 44, 45, 46 and 47, rise through and slightly above the plate 39, and each is provided with one or more lateral ports 48 so directedas to discharge a Huid against the mass of fuel resting upon the plate 39 and impel it over the surface of this plate and Any desired impelling fluid may be used, either in liquid or vapor form. The at surface of the plate 39 gives direction to the impelled fuel and permits its delivery. to any part of the'fre-box to which the impelling jet is directed, according to the force or intensity of the pressureemployed.

The location of the uid discharging nipples at the sides and in front of the feed apertures 37 38, causes the fuel to come within their influence by a falling insteadof a rising action, as would be the case if they were so arranged as to dischar e intothe.

mass of fuel as it came upl throug 'the openings, and as a consequence the tendency to separate out the dust or finer particles of fuel from the coarser portions is largely obviated, thereby preventing the loss of the 53 meshing fine fuel by having it carried into the furnace flues unconsumed. The grated apron 40 provides port combustion and to protect, by its cooling action, the parts of the feeding mechanism which are within the irebox.

For the purpose of better distributing the fuel a V-shaped deiecting flange 49 is formed on the inner wall o f each discharge branch of the passage of thebox 31, adjacent its inner end, for the purpose of guiding a considerable portion of the fuel to the right and left and bringing it under the iniiuence of the centralnipples 43, 44, and the Side nipples 42, 45.

For the purpose of controllably regulating the delivery of the fuel to the right or to the left sides of the fire-box, an oscillatable deflecting plate 50 is mounted within the passage of the box'31 below the partition 36, being carried by a shaft 51, one end of which projects backwardly into the cab of the locomotive and is provided with means for ed'ecting its oscillation. Normally this deflecting plate will occupy a central position and the fuel will ascend in equal volumes through the two branches of the box passage. Should it be found desirable to var)r the delivery, diminishing the supply at one side and increasing it at the other side of the fire-box, the plate 50 is swung to the right or to the left, thereby cramping one branch passage and enlarging the other. Any suitable controlling mechanism for oscillating the shaft may be employed. There is shown for this purpose a worm gear 52, fixed upon the shaft 51, and a worm shaft with a hand lever 54. While the deflecting plate is shown in connection with a feed conduit having two outlets, it is. obvious that its action is not dependent upon the presence of the partition 36l but that without it the plate may be used to vary the relative delivery of fuel to the right or left side of the conduit, and consequently of the fire-box.

for the admission of air to suptherewith and being provided The box 31 is protected from the extreme I furnace heat by air passing upwardly v around it and into the {ire-box through the perforations in the grated apron 40, and also by the iuid used for spreading the fuel in the nre-box. As a further means for protecting the plate 39 and the upper edges of the box 31, the plate is 'shown as provided with a depending flange 55, which is oiset inwardly to meet the walls of the box, thus,

with the partition 36, constituting a cond lit 56 along three sides of each of the fuel ischarge apertures. This conduit is open to the ash-pit at its ends, the flange 55 terminating a short distance from the front wall of the ynre-box, as indicated by ,dotted lines at 57.

A nipple 58 is located within the chamber4 56, and preferablybetween the openings 37, 38, and is supphed with a cooling Huid i A `floor, and being bell-crank lever 66 suitably mounted on the,

through a pipe 59 from anyA suitable uk m tSoul'vfSuppl 'disthlgflflfom the nipple r5.8 ig therefore driven through the passage 56 and discharged-.at both ends thereof into theash-pit. A f` t The nipples 42 to 47 are supplied with'the impelling uid through ap1 60 leadin fromA any suitable, sourceo supply, an'

being connected with the several 'nlgples by means of branches,`as 61, 62,63. he impelling fluid may be controlled by any suitable means and deliveredeither continuouslyl or intermittently, as ma be desired. The controlling Inieans may a` simple valve, as indicated at 60. i The bx 31 is provided withva cleaning door .64, located at? the bend of its passage f and opening into the ash-pit of the locomotive. This door may be controlled by means of a pull rod 65 extending through the cab attached to one larmlof a locomotive frame, the other larm of the bellcrank being vsuitably connected with the door 64,'as by means of a link 67. f

When a fuel is employed which is in part finely pulveriz'ed, it 1s desirable to moisten it as a further means for reventing 4the dust from being. carriedo unconsumcd.

For this purpose a pipe 70 may lead `from any suitable source of supply into they passage of the box 3 1, in order .that steam or water maybe introduced the of 135 The shaft y32, vis .driven by .,Ivneanis '.ofia

'jointedand extensible shaft 71,the forward Y end of `which is {journaled on theflocomotive ttr 'Shaft 's drivenmlonelir tion4 so {soi inte operata L'WhelL-,fSl-This 191 .ejpewliflifiihigfinge.;

The' -Valve sate@ 1 111 parts nv the;

ing of the valve97 to l?? vpaivl-li-fting isV carried by an oscillatable plate `84, mounted in'onediskfface of the casing78.y A le'ver85, fulcrumed at 86 upon the casing 7 8, so as to in a plane perpendicular vto the axis of e-rotating Y parts, is provided with a` finger 87 loosely entering an aperture in the plate 84.

. The parts are so disposed that whenthe free end ,of the lever 85- is` in the position nearest to. theshaft 71, `in which position it is normall held by means ,of 'a spring 88,

the pawl 9 is active and the pawl 80 is raised. vA conical camblock 89, slidingly A mounted on the shaft 71, engages the free end of the lever 85 to move it outwardly. This cam-block is actuated by means of alever 90, controlled byv a pull handle 91 located -in position to beconvenient of access, and having notches, as 92, for engaging a suitable holding lug. A

'The motor comprises a cylinder 93, Within which reciprocates the' piston 94, to the stem of'which 'the rack 76 is attached. Referring to the diagrammatic view Fig.` 14, live steam is supplied-to the motorthrough the port 95 1n the valve casing 96.| The steam is distributed by means of a- D valve 97, coperating with the cylinder ports 98,y 99, and an exhaust port- 100. The valve 97 iscarried by va rod ,101, on the ends of which arem'ounted pistons102,103 diii'erentiated `in size, ,and

kbetween which the-live steamenters through l. the port 95. The valvej97-is normallyfheld l in. the 4 position shownv by .reason of' the prevponderating `pressure g ony the? `piston-a 103. is shiftedfibyj the 'admission yof ysteam to the outer sidei of the piston :103, through a lead 104 I this casing being YA ported toxthe atmosphere from',Vv the valve casing,

lback ofl Vthe piston :102, asA kshown at @105;

haust ports 108, 109. The V'rod 107 is moved v AThe vadmission ofgsteamnto the; outer .face

1g: 3, whihff shows theaseveral r proper .relations-Thelpiston 'rtio'n'of itsylength, and receivesgthe, rod

' position iigaged by aplate 1.12; thronghwhich risale-@Peeing the exhaustv port 109,., and permitting .-'af shiftfthe ,position shawn, for

port 108 whereupon the valve 97 is moved to the left, admittmg steam through the port 98 for the next piston stroke.

The speed of the motor is regulated by delaying its return stroke. This is accom-v plished by means of a cutoff valve 113 controlling the port or duct 99, leading to the farther end of the cylinder. The stem of this valve extends into a cylinder 114, and is attached to a piston 115 reciprocating therein. A spring 116, reacting between piston and the inner end of the cylinder, tends to hold the valve normallyopen. duct 117 leads from the duct 99 to the outer end of the cylinder 114, closing the vvalve against the resistance of the spring-116 when he valve 97 is lin the position shown in 1 sit ends of the cylinder 114, and is choked by means of a needle-valve 119. When the pressure is equalized on the two faces of the piston 115, the valve 113 is opened by the action of the spring 116. By reason of the choking of the by-pass 118, an interval elapses after steam is admitted to the cylinder 114 through the duct 99 before this equalization takes place, and d this interval the valve 113 is, of course, he d firmly to its seat. The length of this interval is determined by the position of the needle valve 119. An indicating linger 120, over which plays the hand wheel 121 on the needle-valve stem 122, enables the operator to readily set the valve to secure any desired engine speed, and when this valve is set the motor continues toy operate at such speed uniformly. When the motor is operated at a high speed, the quick closing action of the valve 113 is essentlal, and is secured by providing a relief valve 123 to permit the free escape of fluid from the front end of the cylinder within which the piston 115 reciprocates, when the passage 99 is open to the ex- I do not desire to be understood as limit.-

ing myself to the particular embodiment of the invention herein shown and described, as various modications can be made within its scope. t i

As shown and described, there are no working parts exposed to the furnace heat. The invention is, however, of suilicient scope to include any inside and through the grate feed in which the fuel is introduced at a plurality of points in the nre-box, thereby equalizing its distribution. l I claim as my invention- 1. In alocomotive stoker, in combination, a locomotive having a fire-box, a tender having a coal bin, a conveyer located below the loor of the tender and receivingfrom the bin thereof, a receptacle ou the locomotive receiving from the conveyer, a conduit leading from the receptacle upwardlly I5 through the '00mm O the lil -b0 a tab 0 14. A by-pass 118 connects the oppo.

2. ln a locomotive stoker, in combination,

`a locomotive having a lire-box, a tender Vhaving a coal bin, a conveyer locatedbelow the floor of the'tender and receiving from the bin thereof, a receptacle on the locomotive receiving from the conveyer, a conduit leading from the receptacle upwardly A throughthe bottom of the fire-box, a table extending laterally from the discharge end of the conduit, and a nipple adapted to dis-v charge a propelling jet of fluid over and contious to the upper surface of the table. 3. a locomotive Stoker, in combination, a locomotive having a fire-box, a tender having a coal bin, a conveyer located below the door of the tender and receiving from the bin thereof, a receptacle on the locomotive receiving from the conveyer, a plurality of conduits leading from the receptacle upwardly through the bottom of the fire-box, a laterally extending plate at the discharge ends` of the conduits, and nipples located above the plate at each side of each conduit, each being adapted to discharge a propelling jet of fluid over and conti ous to the plate surface.

4. a locomotive stoker, in combination, a` locomotive having a lire-box, a tender having a coal bin, a conveyer located below the iloor of the tender and receiving from 100 the bin thereof, a receptacle on the locomotive receiving from the conveyer, a conduit leading from the receptacle upwardl through the bottom -of the lire-box, a tab e extending laterally from the discharge end of the conduit, and means for forcibly sweeping fuel from the plate.

5. In a locomotive Stoker, in combination, a locomotive having a lire-box, a tender having a coal bin, a conveyer located below the iioor of the tender .and receiving from the bin thereof, a receptacle on the locomotive receiving from the conveyer, a conduit leading from the receptacle through the grate of the bottom ofthe lire-box, a recipro- 115 eating iiuid motor, means for transmitting driving power to the conveyer from the moltor in one direction of movement of its piston, andmeans for reversing the conveyer for moving fuel backwardly in lthe conduit.

6. In a locomotive stoker, in combination, a locomotive having a fire-box, a conduit for delivering fuel upwardly through the bottom of the lire-box, a tender having a fuel bin, a, conveyer located below thefbin and forcibly feeding fuel to and through the conduit, and a cone and shell fuel crusher forming a section of the conveyer conduit. 7. I n a Stoker, in combination, a lire-box 130 soA 1,371,259 l Ii having a grate, a fuel conduit discharging throu h the grate, a fuel supporting plate exten mg laterally from the discharge end A of the-conduit, and fluid discharging nip- 5 ples delivering over the surface of the plate.

8. In a locomotive stoker in combination, a conduit leading upwardly throu h the bottom of the fire-box, means for orcing fuel upwardly through said conduit, a lata0 erallyextending table at the outlet of the conduit adapted to receive fuel therefrom,

ing nipples projecting upwardly from the table adapted to direct a propelling jet of 15 fluid thereover.

NATHAN MARPLE LOWER. Witnessesz' L. V. STEVENS,

J. A. HAFER. 

